EP0793786B1 - Procede pour controler une boite de vitesses automatique - Google Patents

Procede pour controler une boite de vitesses automatique Download PDF

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Publication number
EP0793786B1
EP0793786B1 EP95941016A EP95941016A EP0793786B1 EP 0793786 B1 EP0793786 B1 EP 0793786B1 EP 95941016 A EP95941016 A EP 95941016A EP 95941016 A EP95941016 A EP 95941016A EP 0793786 B1 EP0793786 B1 EP 0793786B1
Authority
EP
European Patent Office
Prior art keywords
clutch
transmission
phase
pressure level
input speed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP95941016A
Other languages
German (de)
English (en)
Other versions
EP0793786A1 (fr
Inventor
Ralf Dreibholz
Gerd Frotscher
Thomas Schober
Martin Vohmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
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ZF Friedrichshafen AG
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Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP0793786A1 publication Critical patent/EP0793786A1/fr
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Publication of EP0793786B1 publication Critical patent/EP0793786B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
    • F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H2059/6807—Status of gear-change operation, e.g. clutch fully engaged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0451—Smoothing ratio shift during swap-shifts, i.e. gear shifts between different planetary units, e.g. with double transitions shift involving three or more friction members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1208—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures with diagnostic check cycles; Monitoring of failures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1228—Fixing failures by repairing failed parts, e.g. loosening a sticking valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
    • F16H2061/1276—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is a friction device, e.g. clutches or brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/40—Output shaft speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/42—Input shaft speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/46—Inputs being a function of speed dependent on a comparison between speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H59/70—Inputs being a function of gearing status dependent on the ratio established

Definitions

  • the invention relates to a method for control and Automatic transmission control.
  • EP-OS 0 435 374 describes a method for controlling known an automatic transmission in which a circuit from a first to a second gear ratio is done by opening a first clutch and a second Clutch closes. With the start of the circuit, the pressure the first clutch lowered, the clutch not ins Slipping is brought. The course of a turbine speed defines the switch-off point of the first clutch. After occurrence the switch-off point becomes the clutch slip second clutch controlled depending on a time function.
  • a method for controlling an automatic transmission is also described in German patent application P 44 24 456.8 from July 12, 1994, which is not prepublished and corresponds to EP-A-770 195.
  • the process is based on a sequence control.
  • the procedure for an upshift consists of the following steps: Fast filling phase, filling balancing phase, load transfer phase, gradient setting phase, sliding phase, gradient dismantling phase and closing phase.
  • Fast filling phase filling balancing phase
  • load transfer phase load transfer phase
  • gradient setting phase gradient setting phase
  • sliding phase sliding phase
  • gradient dismantling phase and closing phase.
  • DE-A 42 40 621 describes a method for controlling and Regulation of the load transfer during an overlap shift become known in which the disengaging clutch controlled or regulated depending on the load to be accepted becomes. A regulation is superimposed on the control procedure, the controller of a setpoint characteristic curve for a speed difference follows and the pressure on the clutch to be switched off lowers. This control and / or regulation process starts in the quick fill and fill leveling phase and runs also in two phases, which corresponds to the coordination effort elevated.
  • the invention has for its object a faulty Detect engagement of the engaging clutch and to ensure a safe circuit sequence.
  • the object is achieved by means of a method to control and regulate one of a drive unit, preferably internal combustion engine, driven automatic transmission solved.
  • an electronic controls Control unit based on input variables electromagnetic actuators clutches and brakes of the automatic transmission.
  • a circuit of the automatic Transmission from a first to a second gear ratio is performed by a sequencer first clutch opens and a second clutch closes, no speed increase during the shift Transmission input speed occurs.
  • a faulty one Engagement of the second clutch is recognized when the transmission input speed during a load transfer phase is greater than the product of a transmission output speed times the first gear ratio. When the error occurs the process control is aborted and a control phase started for the disengaging clutch.
  • the solution according to the invention has the advantage that only in individual cases a change from control procedure to Control procedure for the first clutch is carried out. Across from this results in an exclusive control procedure a significant reduction in voting parameters. Another advantage is that it is difficult to control Transition from sticking to sliding of the first clutch not applicable.
  • claim 2 proposes that in the control phase the pressure level of the first clutch is set such that the transmission input speed does not exceed a second limit value dn2.
  • control phase of the first clutch ends when the difference in transmission input speed minus the product from gearbox output speed times the first transmission ratio falls below a third positive limit dn3. Then from a first pressure level to At the end of the control phase ramp to a second pressure level passed over.
  • the second pressure level corresponds here the pressure level calculated from the sequence control.
  • a shift of the first shift type is to be understood as an upshift in the train or a downshift in the overrun.
  • the dash-dotted line corresponds to a sequence for a circuit of the second circuit type.
  • the second type of shift means a downshift in the train or an upshift in the overrun.
  • a sequence according to the state diagram is carried out for each of the two clutches involved in the circuit. The transition from one phase to another depends on the occurrence of defined events or conditions, hereinafter referred to as transition.
  • Transition T1 an electronic control unit, recognizes a switching request based on input signals and issues a switching command.
  • the quick fill phase 1 follows. During the quick fill phase 1, the second clutch is subjected to high pressure, the quick fill pressure. Transition T2 checks whether a time step that controls the duration of the rapid filling pressure has expired. This is followed by the filling compensation phase 2. In the filling compensation phase 2, the second clutch is filled with pressure medium. The second clutch does not yet transmit a moment. Transition T3A checks whether a time step that controls the duration of the leveling has expired. This is followed by the load transfer phase 3.
  • the parameter 1 corresponds to a static moment, which in turn corresponds to a function of the current torque times a conversion ratio output by a drive unit, for example an internal combustion engine.
  • the static torque corresponds to the current torque output by the internal combustion engine.
  • Transition T3C is fulfilled if the torque on the second clutch corresponds to the static torque.
  • the gradient adjustment phase 4 the pressure of the second clutch is increased from the end value pE1 to an end value pE2.
  • the final value pE2 is a function of a parameter 2.
  • the parameter 2 contains a dynamic torque.
  • Transition T4 checks whether a time step has expired.
  • the sliding phase 5 then follows.
  • Transition T5 checks whether a pre-synchronization point has been reached.
  • the presynchronization point is determined from a differential speed gradient of the second clutch, the current differential speed value of the second clutch and a time step. This is followed by the gradient breakdown phase 6.
  • the parameter 3 is defined by a time step for the transition from the differential speed gradient at the pre-synchronization point to the differential speed gradient at the synchronization point.
  • the differential speed gradient and the differential speed at the synchronization point of the second clutch are zero. During this phase, the dynamic moment previously built up is reduced again.
  • Transition T6B checks whether the pressure has been released from the dynamic torque or whether the synchronous speed has been reached. This is followed by the closing phase 8. During the closing phase 8, the pressure on the second clutch is increased in a ramp-like manner until the absolute value of the differential speed of the second clutch is less than a desired value within a third time stage. If this condition is met, the second clutch is subjected to the main pressure. At transition T7, a check is made to determine whether sticking of the second clutch is detected. The state diagram then starts again at T1.
  • a circuit of the second circuit type consists of a quick fill 1, a fill compensation 2, a gradient adjustment 4, a sliding 5, a gradient reduction 6, a load transfer 7 and a closing phase 8.
  • the function blocks have already been described, so that they will not be described again.
  • Transitions T3B, T6A and T6C are also added.
  • T3B it is checked for the first clutch whether a time stage for the fill leveling has expired.
  • transition T6A it is checked for the first clutch whether the pressure has been released from the dynamic moment and with transition T6C whether a time step has expired.
  • FIG. 2A and 2B show, for a shift of the first shift type, for example upshifting, the speed curve of a transmission input speed 9 and the pressure curve over time for the first clutch 11 and the second clutch 12.
  • the values of T shown on the abscissa correspond to the transitions from Fig. 1.
  • an electronic control unit issues the switching command.
  • the pressure of the first clutch 11 is reduced from an initial value p0 to a pressure value of the point A.
  • the pressure level of point A is above the slip limit of the first clutch 11.
  • the second clutch 12 is subjected to high pressure, the rapid filling pressure. This corresponds to the quick fill phase from FIG. 1.
  • Transition T2 the time stage for the quick fill phase, has expired.
  • the filling compensation phase begins for the second clutch 12 until transition T3A.
  • pressure level pF the second clutch 12 is filled with pressure medium, it does not yet transmit any torque.
  • the pressure level of the first clutch 11 remains constant during the filling compensation phase of the second clutch 12, pressure level pl.
  • Transition T3A checks whether a time level for filling compensation has expired. If the condition is met, the load takeover phase begins for the second clutch 12. During the load transfer phase, the pressure of the first clutch 11 is reduced from the pressure level p1, point B, via a negative pressure ramp to the final pressure value, point E. If the actual pressure curve of the second clutch 12 does not correspond to the controlled pressure, for example due to the temperature of the pressure medium, an error occurs.
  • the error causes the transmission input speed 9 to be greater than the product of the transmission output speed times the first transmission ratio or to be greater than a first limit value dn1.
  • This product is shown as a dash-dotted line 10 in FIG. 2A.
  • the transmission input speed exceeds the first limit value dn1.
  • the pressure level of the first clutch 11 has reached the pressure value p (t1) at point C.
  • the sequence control is terminated and a control phase for the first clutch 11 begins.
  • the pressure curve during the control phase is set such that the transmission input speed 9 does not exceed a second limit value dn2. 2 this corresponds to the curve between points C and D.
  • the indices t1 mean the point in time in which an increase in the transmission input speed occurs, p (t1) the pressure level of the clutch 11 to this Time, M_Mot the current one output by the drive unit Moment, M_MOT (t1) that output by the drive unit Moment at time t1 and dn_T the difference of Gearbox input speed minus the product of gearbox output speed times the first gear ratio.
  • the Pressure component pOFF takes the piston restoring force into account.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Control Of Transmission Device (AREA)

Claims (6)

  1. Procédé pour contrôler et réguler une boíte de vitesses automatique entraínée par une unité motrice, de préférence un moteur à combustion interne, avec un appareil de contrôle électronique qui commande, en fonction de grandeurs d'entrée, par l'intermédiaire d'éléments de réglage électromagnétiques les embrayages de la boíte de vitesses automatique, une commutation de la boíte de vitesses automatique d'un premier rapport de changement de vitesses en un deuxième rapport de changement de vitesses étant réalisée, du fait qu'une commande séquentielle ouvre un premier embrayage (11) débrayant et ferme un deuxième embrayage (12) embrayant, de façon à ce qu'une prise de charge a lieu par le deuxième embrayage (12), tandis que pendant le changement de vitesse ne se produit pas de survitesse pour une vitesse d'entrée de la boíte de vitesses (9),
    caractérisé en ce que, pour détecter un début d'engrènement erroné du deuxième embrayage (12) à commander, la vitesse de rotation de la boíte de vitesses est surveillée en permanence, un défaut étant détecté lorsque la vitesse d'entrée de la boíte de vitesses (9) est supérieure à une valeur limite (dn1) du produit obtenu à partir de la vitesse de sortie de la boíte de vitesses et le premier rapport de changement de vitesses (10), et interruption de la commande séquentielle lors de la présence d'un défaut et début d'une phase d'asservissement pour le premier embrayage (11) débrayant.
  2. Procédé selon la revendication 1, caractérisé en ce que dans la phase d'asservissement, le niveau de pression du premier embrayage (11) est réglé de telle façon que la vitesse d'entrée de la boíte de vitesses (9) ne dépasse pas une deuxième valeur limite (dn2).
  3. Procédé selon la revendication 2, caractérisé en ce que dans la phase d'asservissement, le niveau de pression (pK) du premier embrayage (11) est calculé selon la formule : pK = (p(t1) - pOFF) (M_Mot/M_Mot (t1)) + pRegel + pOFF pRegel = f(dn_T(Soll), dn_T(lst)), où les indices (t1) représentent le moment auquel se produit une survitesse pour la vitesse d'entrée de la boíte de vitesses, p(t1) le niveau de pression du premier embrayage (11) à ce moment, M_Mot le couple effectif produit par l'unité motrice, M_MOT(t1) le couple effectif produit par l'unité motrice au moment (t1), dn_T la différence de la vitesse d'entrée de la boíte de vitesses (9) moins le produit obtenu à partir de la vitesse de sortie de la boíte de vitesses multiplié par le premier rapport de changement de vitesses (10) et pOFF la part de la pression de la force de rappel de piston.
  4. Procédé selon la revendication 1, caractérisé en ce que la phase d'asservissement du premier embrayage (11) se termine lorsque la différence de la vitesse d'entrée de la boíte de vitesses (9) moins le produit obtenu à partir de la vitesse de sortie de la boíte de vitesses multiplié par le premier rapport de changement de vitesses (10) devient inférieure à une valeur limite positive (dn3), la transition d'un premier niveau de pression à la fin de la phase d'asservissement vers un deuxième niveau de pression ayant lieu ensuite, le deuxième niveau de pression correspondant ici au niveau de pression calculé à partir de la commande séquentielle.
  5. Procédé selon la revendication 1, caractérisé en ce que le premier embrayage (11) est complètement ouvert lorsque la différence de la vitesse d'entrée de la boíte de vitesses (9) moins le produit obtenu à partir de la vitesse de sortie de la boíte de vitesses multiplié par le premier rapport des changements de vitesse (10) dépasse une valeur limite négative (dn4).
  6. Procédé selon la revendication 1, caractérisé en ce que le premier embrayage (11) est ouvert de façon forcée lorsqu'un intervalle de temps est écoulé, l'intervalle de temps commençant avec la fin d'une phase de réglage du gradient du deuxième embrayage (12).
EP95941016A 1994-12-02 1995-11-25 Procede pour controler une boite de vitesses automatique Expired - Lifetime EP0793786B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4442991 1994-12-02
DE4442991A DE4442991A1 (de) 1994-12-02 1994-12-02 Automatisches Getriebe
PCT/EP1995/004647 WO1996017189A1 (fr) 1994-12-02 1995-11-25 Boite de vitesses automatique

Publications (2)

Publication Number Publication Date
EP0793786A1 EP0793786A1 (fr) 1997-09-10
EP0793786B1 true EP0793786B1 (fr) 2000-03-22

Family

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Application Number Title Priority Date Filing Date
EP95941016A Expired - Lifetime EP0793786B1 (fr) 1994-12-02 1995-11-25 Procede pour controler une boite de vitesses automatique

Country Status (6)

Country Link
US (1) US5911648A (fr)
EP (1) EP0793786B1 (fr)
JP (1) JPH10510037A (fr)
KR (1) KR970707409A (fr)
DE (2) DE4442991A1 (fr)
WO (1) WO1996017189A1 (fr)

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DE19625355A1 (de) * 1996-06-25 1998-01-02 Zahnradfabrik Friedrichshafen Lastschaltgetriebe für Kraftfahrzeuge
JP3536537B2 (ja) * 1996-06-28 2004-06-14 トヨタ自動車株式会社 車両用自動変速機の変速制御装置
DE19744100C2 (de) * 1997-10-06 1999-08-12 Zahnradfabrik Friedrichshafen Verfahren zur Druckadaption einer Überschneidungs-Hochschaltung
DE19856326A1 (de) * 1998-12-07 2000-06-08 Zahnradfabrik Friedrichshafen Verfahren zum Steuern eines Automatgetriebes
DE19939818C1 (de) * 1999-08-21 2001-01-25 Daimler Chrysler Ag Verfahren zum Steuern eines Antriebstranges eines Fahrzeuges mit zwei Lastschaltkupplungen
US6382248B1 (en) * 2001-02-23 2002-05-07 General Motors Corporation Self-diagnosing pressure regulator apparatus
DE10135747B4 (de) * 2001-07-21 2014-12-31 Zf Friedrichshafen Ag Verfahren und Vorrichtung zur elektronischen Steuerung eines automatischen Lastschaltgetriebes
DE102006026602B4 (de) * 2006-06-08 2020-07-09 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Antriebsstrangs
DE102008000484A1 (de) * 2008-03-03 2009-09-10 Zf Friedrichshafen Ag Verfahren zur Hysterese-Adaption für ein Reibschaltelement eines Getriebes

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JP2618624B2 (ja) * 1986-05-08 1997-06-11 三菱自動車工業 株式会社 車両用自動変速機の制御装置
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Publication number Publication date
WO1996017189A1 (fr) 1996-06-06
KR970707409A (ko) 1997-12-01
DE59508073D1 (de) 2000-04-27
EP0793786A1 (fr) 1997-09-10
DE4442991A1 (de) 1996-06-05
US5911648A (en) 1999-06-15
JPH10510037A (ja) 1998-09-29

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